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I. HIGGINSON AND H. ARUNDE L.

LIQUID FUEL SUPPLY APPARATUS FOR INTERNAL COMBUSTION ENGINES. LSOGXBQU APPLICATION FILED DEC. 26. I917 Patented June 17, 1919.

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J. HIGGINSON AND H. ARUNDEL. LIQUID FUEL SUPPLY APPARATUS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEC. 26.19M-

Pat0ntedJu 11e17, 1919.

3 SHEETS-SHEET 2- W A I r a Z 1 e I g I N WWW I n w r I A 1 M -IAA f & n p MM 3A A M 6 M NGINES. Patented June 17, 1919. FR 3 SHEETS-SHEET 3.

J. HIGGINSON AND H. ARUNDEL. PPLY APPARATUS FOR INTERNAL COMBUSTION E APPLICATION FILED DEC. 26.1917.

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a' row JOSEPH HIGGINSON AND HUBERT ARUNDEI', 0F STOCKPORT, ENGLAND.

LIQUID-FUEL-SUPPLY APPARATUS FOR INTERNALCOMBUSTI ON ENGINES.

Specification of Letters Patent. t t June m, 1919,

Application filed December 26, 1917. Serial No. 209,010.

county of Chester, England, have invented certain new and useful Improvements in Liquid-Fuel-Supply Apparatus for Internal-Combustion Engines, of'which the following is a specification.

This invention relates to liquid fuel supply apparatus of internal combustion engines of the type in which the fuel is drawn y suction to an intermediate vessel from which it passes to the engine carbureter through a supplementary container or reservo1r.

The object of our present invention is to provide simple and convenient means for greatly increasing the quantity of fuel which the intermediate vessel can deal with in a given time, without increasing the size of the vessel.

The invention comprises the improved combinations and arrangements of parts hereinafter described and claimed.

Referring to the accompanying sheets of explanatory drawings Figure 1 is a sectional elevation showing the liquid fuel supply apparatus constructed and arranged in one convenient form in accordance with our invention.

Fig. 2 is a View drawn to-a small scale illustrating the connection of the apparatus shown in Fig. 1 with the main fuel supply tank or vessel.

Figs. 3 and 4 show two modifications to be hereinafter described.

Fig. 5 is a sectional elevation showing a modified arrangement of the apparatus.

Fig. 6 shows a modified arrangement of the control valve.

Fig. 7 is a view showing another modified trated in Figs. 1 and 2, the intermediate vessel a is of known form having combined therewith a supplementary chamber or vessel. b disposed "around and beneath it, the communicating-passage a between the two Vessels having a flap or other non-return -valve d thereon. The suction connection 6 of the intermediate vessel is controlled 'by a' float actuated valve 7. There is also a pressure connection 9 to the intermediate vessel, the pressure being derived from the pump it which also causes the suction or reduced pressure in the suction connection 6. The floati may also control the pressure connection 9 through a valve 7' of any convenient type, the suction connection being opened when the pressure connection is closed and vice versa. If desired, we may provide a valve in the fuel inlet connection'to the intermediate vessel also controlled from the float aforesaid but we prefer to employ a simple ball or non-return valve m (see Fig. 2) in said connection. The main low level tank is shown at n (Fig. 2). 'It will be seen that for each complete back and forth movement of the piston 25, the vessel a is, if the float i allows, subjected first to a reduced pressure and then to a pressure greater than atmospheric.

To maintain a steady pressure in the supoperated valve g (see Fig. 4), when the overflow passage 12 (Fig. 1) will not be required. r, we may as shown in Fig. 3 provide a pressure connection 0 extending between the compressed air passageg of the intermediate' vessel a and the supplementary vessel. The fuel in the latter vessel is then forced therefrom by pressure. An overflow passage as 19 (Fig. 1) is not required with the Fig. 3 arrangement.

If a pump ash (Fig. 1) be used as the source of suction and pressure for the intermediate' vessel, we provide a reliefvalve r or a'small-l tion and we arrange air ports 8 in'the suction pump cylinder which are uncovered by the piston t at the end of its suction stroke so as to destroy the vacuum in the cylinder at each revolution. The piston t therefore creates a vacuum in the pipe 6 through the eak aperture in the pressure conneclight disk type non-return valve u on its suction stroke and creates a pressure in the pipe 9 through a similar valve 1) on its delivery stroke.

In some cases, instead of positively timing the periods of pressure and suction by the pump piston, we may provide positively operated and timed valves in the suction and pressure connections, the one valve being opened when the other is closed. In one convenient arrangement, as illustrated in Fig. 5, We employ a continuously rotating plug cock w controlling four ports, two w, 3 from the pump cylinder 71. and one 2, leading to the float controlled inlet 6 of the intermediate vessel, such inlet serving for both the suction and pressure required in said vessel. The fourth port 2 is an atmospheric connection. The latter may be dispensed with and three ports only be employed as in Fig. '6. The plug cook 10 is rotated from the pump crank shaft by the differential gears shown which impart a slow but continuous rotary movement to the plug. In Fig. 5, the latter is shown in its correct position and is also drawn to an enlarged scale with dotted line connections to the pump and vessel a.

With the control cock shown in Fig. 6, the cycle of operations is as follows (1) Shetion in vessel (1 (2) Pressure in vessel a (3) Idle period but with a slight pressure available for forcing further fuel out of the ves sel a.

Instead of arranging the supplementary vessel 6 around and beneath the intermediate vessel a, we may arrange it at a higher level than the intermediate vessel (as shown in- Fig. 7) and provide the non-return valve cl on the connection 0 between the two vessels. The pressure in the intermediate vessel a forces the fuel to the higher tank I) and itv falls therefrom by gravity to the carbureter. The fuel is thus raised from the main supply tank n in two stages. The vessel 6 has an overflow pipe 3. The three way cock as in Fig. 6 may be employed in the Fig. 7 arrangement.

VVit-h the arrangements aforesaid in which an overflow pipe 17 is employed, the intermediate vessel a is maintained in continuous operation as the pressure conditions therein expel the fuel therefromto the supplementary vessel 6 (from which any excess fuel returns to the main tank 7%) so that the intermediate vessel is rapidly emptied and in consequence re-filled very frequently. By the employment of our invention, we are enabled to employ very small vessels to give any de} sired output, so reducing the wind resistance of same when fitted in aeroplanes, or other exposedmoving machines.

we claim as new and desire to secure by Let- We may vary the details of our improved apparatus to suit requirements.

Having now described our invention, what ters Patent is 1. In liquid fuel supply apparatus for internal combustion engines, in combination, an, intermediate vessel, a supplementary vessel receiving the fuel from the intermediate vessel, a non-return valve on the connection between said vessels, positively operated means placing said intermediate vessel alternately under suction and pressure, a conduit between said means and the intermediate Vessel allowing the continuous flow of air therethrough in both directions, and a float valve for cutting off the suction and pressure from the intermediate vessel independently of the positively operated means, as set forth.

2. In liquid fuel supply apparatus for internal combustion engines, an intermediate vessel, a supplementary vessel receiving the fuel from the intermediate vessel, a non return valve on the connection bet-ween said vessels, positively operated means placing said intermediate vessel alternately under suction and pressure, a conduit between said positively operated means and the intermediate vessel allowing the continuous flow of air therethrough in both directions, means placing said supplementary vessel under pressure greater than atmospheric, and a float operated valve cutting off the suction and pressure from the intermediate vessel independently of the positively operated means, as set forth.

3. In liquid fuel supply apparatus for internal combustion engines, in combination, an. intermediate vessel, a supplementary vessel receiving the fuel from the intermediate vessel, a non-return valve on the connection between said vessels, a rotating plug cock placingsaid intermediate vessel alternately in communication with a source of pressure and a source of suction, a conduit between said cock and the intermediate vessel allowing the continuous flow of air therethrough in both directions, and a float valve for out ting off the suction and pressure from the intermediate vessel independently of the positively operated means, as set forth.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

Witnesses:

ARTHUR HUGHES, HILDA HUGHES. 

